Heat control for internal-combustion engines



May 1927.

J. R. FRANCIS HEAT CONTROL FOR INTERNAL COMBUSTION ENGINES Filed Nov. 18, 1920 I J3 R 27/1/6703.

I with an air inlet pi Patented May 3,1927.

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JACOB RICHARD FRANCIS, 0F FLINT, MICHIGAN.

HEAT CONTROL FOR INTERNAL-COMBUSTION ENGINES.

Application filed November 18, 1920. Serial No. 424,915.

This invention relates to certain new and useful improvements in heat control for 111- ternal combustion engines, the object be ng to provide means controlled by the veloc ty of air entering the charge forming device for regulating the temperature of the charge delivered to the internal combustion engine.

Another and further object of the invention is to provide a construction which is very-simple, the same being capable of being applied to several of the vell known types of carbureters now in use m WlllCh a heating chamber surrounds a portion of the carbureting passage of the charge forming device.

Other and further objects and advantages of the invention will be hereinafter set forth and the novel features thereof defined by the appended claims.

In the drawings,

Figure 1 is a side elevation of an internal combustion engine showing the application of my improved construction of cat con-. trol, partly in section; and

Figure 2 is an end elevation showing the vane or blade within the air inlet and carbureter and in dotted line the valvein the valve casing.

In the'drawings 1 indicates an internal combustion engine, 2 the exhaust manifold and 3 the intake manifold which is herein shown connected directly to the upper end of a charge forming device 4 having a heating jacket 5 surrounding the. upper end thereof which isprovided with inlet nipples 6 and outlet nipples 7 which are connected to the inlet and outlet nipples 8 and 9 of thevalve casing 10 disposed in the exhaust line pipe 11 adjacent the exhaust manifold 2. The valve casing 10 is provided wlth a valve stem 12 carrying a valve 13 in order to divert the exhaust gases through the heating chamber formed by the jacket ,5' surrounding the carbureting passage of the carbureter or charge forming device.

The charge forming device 4 is provided 13' enlarged as shown at 14 to receive a b ads or vane 15. fixed on a shaft 16 pivotall mounted in the enlarged portion 14 o the airinlet ipe 13' which vane is ada ted to be norma ly held in the path of the incoming air and be acted upon thereby so as to swing the blade. The shaft 16 carries an .arm 17 having a link 18 connected thereto provided with a hooked end which is adapted to be mounted "one of the openings 19 of an arm 20 fixed on the valve stem 12 whereby the valve 13 will be operated by the movement of the blade or vane 15. In. full lines the normal position of the blade is illustrated and in dotted lines the position of the blade when the velocity of air passing through the carbureting passage has been suliicient to swing the same on its axis and it will be'seen that when the motor is running at high speed the blade is swung'into such a position that the valve 13 is moved into full open'position in order to allow the exhaust gases to pass directly through the exhaust line pipe to the mufiier in the ordinary manner. This revents theoverheating of the. explosive c arge in its passage to the engine.

When the motor is running at slow or intermediate speed the velocity is insuflicient to swing the blade into full closed position and a portion of the exhaust gases are diverted into the heating jacket to maintain the chafige at the proper temperature; As the spec of the motor ncreases and the temally diminished and it will be seen t at by this construction the velocity of the air entermg the charge forming device controls the application of heat.

What I claim is 1. An internal combustion engine having an exhaust pipe, intake manifold and charge forming device connected thereto," a heater arranged to heat the charge in its passage from the charge forming device to the engine in communication with said exhaust pipe through unclosa'ble passages, said charge forming device being provided with an air inlet, a vane mounted to swing within said air inlet, a valve arranged in the exhaust line pipefor controlling the passage of exhaust gases to said heater and an adjustable connection between said vane and said valve controlling the assage of exhaust gases to said heater bythe velocity of air entering said charge forming device.

2. An internal combustion engine havin an exhaust pipe, intake manifold an charge forming device connected thereto, a heater arranged to heat the char e'in its passage to the engine, said heater eing in perature' rises, the velocity of the incoming communication with said exhaust pipe inlet pipe, a shaft mounted in said pipe carrying a vane disposed in the path of travel of the air passing through said,

charge formin device, an arm carried by said shaft, an a link connectin said arm to said valve for controlling t e position of said valveby the velocity of air entering said charge forming device.

3. An internal combustion engine having an exhaust pipe, intake manifold and charge forming device connected thereto, a heater arranged to heat the charge in its passage to the internal combustion engine aving inlet and outlet pipes in communication with the exhaust pipe, a valve disposed in said exhaust pipe between the inlet and outlet thereof, said valve having an arm provided with a series of openings and a pivoted vane disposed Within the air inlet pipe of said charge forming device having an arm carryin a link adjustably connected to the arm 0 said valve for controlling the passage of exhaust gases to said heater by the velocity of air passing into said charge forming device.

4:. An internal combustion engine having an exhaust pipe, intake manifold and charge forming device connected thereto, a heater arranged to heat the charge in its passage to, the internal combustion engine having .inlet and outlet pipes connected to the exhaust pipe, a valve disposed in said exhaust pipe having an arm provided with a series of openings, said charge forming device having an air inlet pipe enlarged at its outer end, a shaft mounted in said enlargement, a blade carried by said'shaft disposed in the path of travel of the air passing through said air inlet, anarni carried by said shaft, and a link connected to said arm having a hooked end adapted-to be positioned within one of the openings of the arm of said valve for controlling the. position of the valve by the velocity of air passing through said charge forming device.

In testimony whereof I have hereunto afiixed my signature.

JACOB RICHARD FRANCIS. 

